Accident Description
On September 21, 2020, at approximately 1125 eastern daylight time, a Rockwell S2R airplane, registration N7900V, was substantially damaged during a forced landing near Hamilton, Georgia. The pilot, who was the sole occupant, was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a positioning flight from Cross City Airport (CTY), Cross City, Florida, to LaGrange-Callaway Airport (LGC), Lagrange, Georgia.
Pilot Actions and Engine Failure
The pilot reported that before departure, he visually checked the fuel tanks and noted they were both about one-third full. He added 72 gallons of fuel "over the top of the wing" and confirmed the tanks were full after allowing for equalization. Departing CTY around 0800, the engine lost total power approximately 1 hour 35 to 1 hour 45 minutes later. The pilot stated the engine "abruptly quit with no warning." He established best glide speed, shut off the fuel selector, and landed in a forest clearing.
Witness Observations
Witnesses reported hearing the engine make a coughing sound, followed by a white or light gray cloud of smoke from the engine area. The airplane appeared to suspend in the air momentarily, then the right wing dipped, and it spiraled into a glide in the direction from which it came. The witnesses lost sight of the airplane behind trees and shortly afterward heard a loud noise.
Accident Site and Aircraft Damage
Examination of the accident site indicated the airplane touched down on a magnetic heading of 030°. The right wing then struck the ground and hit a previously felled tree, causing the airplane to spin to the right. Both main landing gear buckled under the fuselage, and the airplane came to rest on a magnetic heading of 132°. Substantial damage was noted to the right wing, and the fuselage skin displayed wrinkling adjacent to the left-wing flap. Flight control continuity was established from the cockpit to all surfaces. There was no post-impact fire. The carburetor heat control was found tie-wrapped in the closed OFF position.
Engine and Propeller Examination
The propeller exhibited damage to all three tips. Compression was present on all cylinders, and the drivetrain was intact. The engine contained oil; after draining the oil tank, no unusual debris was observed. The oil filter was opened and found free of metal. The carburetor contained 3 to 4 ounces of fuel, and the fuel strainer was clean but devoid of fuel. Spark plugs from the top five cylinders appeared normal in color (light tan) with normal wear.
Magneto System Findings
Both magneto "P" leads were checked. The right magneto lead functioned normally. The left magneto lead showed erratic indications when the magneto switch was in the BOTH or L positions. The erratic operation was traced to a splice in the left magneto lead, where the shielding was crimped, allowing an intermittent short between the shielding and center conductor. The magnetos were removed, inspected internally, and tested on a test stand; no anomalies were found.
Fuel System Condition
Visual inspection of the fuel tanks in both wings showed no signs of breach. No fuel was present in either tank. The gaskets on the fuel caps were dry rotted and hard, and the caps would not fit and lock tightly. The fuel tank openings showed rust and scale. Both wing tank fuel drains were in the closed position. Minor fuel staining was observed on the right wing from the tank access panels and the right fuel cap.
Pilot and Previous Owner Statements
The previous owner stated that if the pilot did not add fuel between Cross City and the accident location, "they were pushing the envelope." He noted that the airplane's geared 1340 radial engine had a fuel burn typically in the mid 50 gallons per hour range, with a total capacity of about 110 gallons. He described the purchase as "as-is" and was unaware of mechanical issues. He found it "kind of strange" that the pilot did not go over the aircraft with him before departing.
The pilot reported the fuel quantity indicating system was inoperative but chose to fly because he had "good data as to what the aircraft's fuel burn should be per hour." He had over 1,200 hours in the S2R model but this was his first flight in one with the 1340 radial engine. During the flight, he cruised at 2,500 ft with a power setting of 30 inches of manifold pressure and 2,000 rpm. According to the Pratt & Whitney Engine Check Chart, the maximum cruise power setting for that engine was 26.0 inches of manifold pressure and 2,000 rpm, with a fuel burn rate of about 32 gallons per hour.
The new owner stated he had suggested the pilot study the pilot's operating handbook (POH) regarding fuel burn and recommended a first leg of 1 hour to confirm actual fuel burn.